Internal-combustion engine.



' P. L.'H0WE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED M'AY 3, I9I6.

l1,928,923 Pafented June 5, 191.71.

' siding at Breezy Hill,

` the charge PHILIP L. HOWE, 0F BREEZY HILL, KANSAS.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented June 5, rei t.

Application inea may 3, 191e; serial No. 95,047.

To all 'whom t may concern:

Be it known that I, PHILIP L. Hown, a

citizen of the United States of America, rein the county of Crawford 'and State of Kansas, have invented new and useful Improvements in Internal- CombustionEngines, of which the following is a specification. he present invention relates to improvements-in internal combustion engines and particularly to the construction of :manifolds in connection with the charge forming and exhaust devices of the engine. In general, the invention is devised for the purpose of utilizing the heat from the exhaust of the engine to vaporize, or lgasify kerosene or other hydro-carbons of highspeciiic gravity so that the use of such hydrocarbons is 'practicable in internal combustion engines.

In particular the object of the invention is to provide a device or manifold through which the exhaust gases of combustion pass, which will vaporize the charge of fuel as it is passing to the engines, and maintain the charge in gaseous or vaporized form until passes into the predetermined cylinders of the engine.

By the utilization of my invention I am enabled to heat and vaporize the fuel charge so that the fuel gas delivered to the different cylinders is of a uniform temperature, thus insuring uniform combustion in the cylinders, and furthermore, the use of my 'invention eliminates the possibility of the charge of gaseous fuel condensing after once being vaporized, as the heat from the exhaust gases is at all times continuousl formly applied to the gaseous el charge until it passes to the cylinder of the engine.

The invention consists essentially in certain novel combinations and arrangements of parts4 of the exhaust and intake manifolds as will be more fully sp'ecied hereinafter.

-In the accompanying drawings'I have illustrated one complete example of the physical embodiment of my invention con# structed according to the best mode I have so far devised for the practical application cf the principles of my invention, but it will of course be understood that I contemplate making changes in details of constructionwithout departing from the `spirit of my invention.

Figure 1 is a side'elevation ,of a well knowntype of automobile engine or motor withmy invention embodied therein.

horizontal branch may be used in arran and vuni-` v Fig. iswaA longitudinal horizontal sectional view illustrating the ports or connections of the manifolds o f the intake and exhaust to. the engine. y Flg. 3 1s an enlarged, partly sectional view, as seen from the rear of the engine, of

the combined manifold.

Fig. 4 1s a vertical transverse view of the of the manifolds, showing .the manner'of attaching the manifolds to the engine casing.

Fig. 5 is a horizontal view of the manifolds on line 5-5 of Fig. 3.

:In illustrating the preferred embodiment o known make of internal combustion engine as 1, ofthe four cylinder type and displaced the two customary manifolds with a single hollow integral casting of which` the outer shell or exhaust casing is fashioned with a pair of oppositely extending horizontal arms 2 and 3 and a downwardly projecting leg 4 which is shown as disposed obliquely to the two arms, but of course any suitableangle ging the leg, and the lower end of the casing is formed with a backward turned branch 5, which is open as shown for exhaust gases of combustion 'to pass therefrom in usual manner. In Fig. 2 it will be seen lthat there are four ports as 6, 7,8, 9- connected to the engine 1 adapted to exhaust the gas of combustion into the upper portion o the exhaust manifold and the currents ofigases from all of the ports are brought in' uniform quantities toward the center of this portion of the casing and all the currents passed down through the leg 4 of the manifold. In this manner approximately one-half of the gases ofcombustion from the engine pass through each arm of the horizontal portion of the exhaust manifold, and the entire exhaust is brought down through the leg of the casing and out at its bent end, uniformly heating thefuel charge within the intake.

Within the casing or exhaust manifold Vay second and smaller manifold is inclosed. which is the intake manifold for fuel gases. This manifold7 as before stated, is .integral with the outer casing, and is fashioned with two horizontally disposed branches 10 and 11, whichenter the engine by means ofthe ports 12 and 13 respectively, and it will be ,seen that these branches are symmetrically my invention I have utilized a well 14, which terminates in the exterior tubular boss 15 projecting to the rear and parallel with the bent end .5 of the manifold.

By means ofthe integral {ianges 16 of the boss, and suitable stud bolts as 17, the carbureter 18 is attached to the boss and it has free .communication from its interior with the intake manifold at one side while at the other side an air pipe 19 is lconnected which receives air from the open funnel or mouth end 20. It will be noted that the funnel end of thisvair pipe partlyv surrounds the rear end of the exhaust manifold so that the air which enters the funnel and is conveyed tothe carbureteris heated to a des sirable degree, The usual throttle or air valve 21 is provided, for priming, and located in the boss 15 and controlled by the wire or rod 22 which extends to the viadiator of the engine usually located at thefront. f

A suitable supply of moisture in the shape of steam or water is supplied to the intake manifold through pipe 23, and controlled as customary from the ydrivers seat by the needle valve indicated at 24 and wire or rod 24 (Fig. 2). The pipe 23 is connected to the boss 25 which is cast integral with the legs of the exhaust and intake manifolds and the bossopens in to the leg 14 of the intake. Located preferably below the steam or water inlet is a gasolene pipe 26 which is employed to furnish fuelI for the initial operations of the engine, before the heavierkerosene is used. The flow of gasolene is fixed by the needle valveindicated at 27 and the supply is regulated by the needle valve 28, the latter controlled from the drivers seat of the car. A hollow integral boss'25 is employed as the connection between the gasolene inlet pipe 26 and the intake and vaporized gasolene is drawn into the cylinder from the intake as usual.

The integral manifolds are attached to the engine casing by means of a suitable number of U-bolts 29, and yokes 30, the former surrounding the horizontal'arms -of the manifold, and the latter clamped to the bolts by nuts 31. A stud bolt 32 is used to attach the yoke to the casing as shown in F ig. 4, and unions or couplings 33 are used to attach the port pipes to the casing, as seen in Fig. 3.

It is very necessary that the gasolene mixture must have the same temperature and expansion for each cylinder of the motor, otherwise imperfect action of engine will result. IVitliv an'unequal expansion of the gas mixture for the several cylinders it is impossible to make a practical adjustment of the cai'lmreter.

My device is so constructed that it completely, effectually and evenly vaporizes the Gopies of this patent may be obtained for five cents each, by addressing the x gular leg of isy kerosene, and keeps it in this desirable and necessary condition until it is admitted into the engine. My device uniformly heats and expands the gaseous mixture.

It is plainly seen that. in order to uniforinly and evenly heat,"vaporize and expand'the gaseous mixture for fuel to each and every cylinder, the exhaust from all of the cylinders must-be brought to a point midway between the ends of manifolds and then discharged downward around the anthe intake to where the intake makes its point of exit, whence the exhaust continues through the discharge to outside air.

' What I claim is:

1. The ,combination with an internal combustion engine, of an outer manifold, said outer' manifold having oppositely extending arms wit exhaust ports connected to lthe engine and an angularly disposed leg with an open end, and an inner manifold forming the intake and having branches in said arms connected by ports to the engine, a leg to the intake manifold withinthe exhaust manifold leg, said leg having anI exterior hollow boss in which the intake leg terminates, and a carbureter attached to said boss.

1-2. In a device of the character described,

'the combination with an explosive engine,

lof a horizontally disposed exhaust manifold secured thereon, an exhaust pipe extending downwardly fromsaid exhaust manifold, an' intake manifold positioned in spaced relation within said exhaust manifold, an intake pipe for said intake manifold projecting downwardly for a distance centrally within said exhaust pipe, 4and projecting laterally through one side wall thereof, means for supplying gasolene to said intake pipe, means for supplying carbureted kerosene toy said laterally extending intake pipe, means for injecting a stream of water into said intake pipe, and means for independently controlling the gasolene, the carbureted kerosene, and the'water, for regulating the character of the explosive mixture.

3. A manifold for explosive engines comprising an exhaust manifold, an exhaust pipe extending downwardly from the exhaust manifold, said exhaust pipe terminatf ing in a horizontally disposed extension, an intake manifold disposed centrally within the exhaust manifold, and an intake pipe .Y extending downwardly from the intake 'manifold and'centrally within the exhaust pipe, said intake pipe projecting laterally through'the wall of the exhaust pipe at a point intermediate the exhaust manifold and the exhaust pipe extension.

In testimony whereof I aliix my signature.

PHILIP L. HOVVE.

Commissioner of Patents,

Washington, '.D. C. 

